Merchandise handling apparatus



June 1, 1948. J. PEARLMAN MERCHANDISE HANDLING APPARATUS Filed March 18, 1946 9 Sheets-Sheet 1 wm w FIG.

. INVENTOR. JACK PEARLMAN BY ATTORNEY FIG.2

June 1, 1948. J. PEARLMAN 2,442,549

MERCHANDISE HANDLING APPARATUS Filed March 18, 1946 9 Sheets- Sheet 2 INVENTOR. JACK PEARLMAN FIG .4 52M @w ATTORNEY jam 1, 1948. J. PEARLMAN 2,442,549

MERCHANDISE HANDLING APPARATUS Filed March 18, 1946 9 Sheets-Sheet 3 4A 147 79 76 75 '70 44 6 4a 4; 10a" 6 BY I JACK PEARLMAN ATTORNEY June 1, 1948. J. PEARLMAN 2,442,549

MERCHANDISE HANDLING APPARATUS Filed March 18, 1945. 9 Sheets-SheetA INVENTOR.

JACK PEARLM AN 2 I BY ATTORN EY June 1, 1948. J. PEARLMAN 2,442,549

MERCHANDISE HANDLING APPARATUS Filed March 18, 1946 9 Sheets-Sheet 6 VFIGJO FIG. II

[N V EN TOR.

JACK PEARLMAN ATTORNEY June 1943- J. PEARLMAN MERCHANDISE HANDLING APPARATUS 9 Sheets-Sheet 7 Filed March 18, 1946 INVENTOR. JACK PEARLMAN BY 6&1; Zim ATTORNEY June 1, 1948. J. PEARLMAN 2,442,549

MERCHANDISE HANDLING APPARATUS Filed March 18, 1946 9 Sheets-Sheet 8 INVENTOR.

JACK PEARLMAN 246 B1 66 mg F|G.l6 Z5? ATTORNEY 9 Sheets-Sheet 9 Filed March 18, 1946 INVENTOR. JACK PEARLMAN gw zfiwfi FIG.22

FIG. I8

ATTORNEY Patented June 1, 1948 MERCHANDISE HANDLING APPARATUS Jack Pearlman, Kew Garden Hills, Long Island, N. Y.

Application MarchlS, 1946, Serial No. 655,240

19 Claims. 1

This invention relates to merchandise handling equipment on transport vehicles such as automotive trucks, and more particularly to equipment of this type for handlingspecial packing cases which hold the merohandiseto be shipped.

Equipment or thisgeneral type is-disclosed in my prior Patent No. 2,235,727, dated March- 18, 1941, and comprises substantially horizontal tracks or rails in an automotive truck on which special packing cases or containers'are suspended during transportation. The packing cases are provided with casters on which they ma -be wheeled on ailoonor on theground, and are further provided with rollers by which they maybe suspended on the tracksin the truck; To load the truck from a platform, the packingcasesare wheeled from the platform onto a'horizontal tail gate on the, truck on which they are attheproper level to enter the tracks directly with their rollers. To, unload the packing cases from the truck onto a platform, they are rolled off the tracks onto the tail gate, and then wheeled Onto the platform; The truck also carries a hoistfor loading'the truck fromthe ground, the hoist serving to lift one packing caseat atime' from the-ground and place it with its rollers on the tracks, after the hinged tail gatehas first been swung out of the way. To unloadpacking; cases from the truck onto the ground, the hoist is used to lift each packing case clear of the tracks and then lower it to the ground. To this end, the tracks are'ma-de up ofsections; of Whichthoseadjacent the hoist are demountable to permit the passage of a packing case on the hoist to and-from the tracks, and remountahle for lowering a lifted packing; case thereon.

The present invention isan improvement upon the loading and unloading equipment disclosed inmy above-mentioned pri-onpatent, and; has for its main object the provision in a transport-Va hicle of equipment for loading special packing cases of; the above type from the ground; or from a platform onto suspensiontracksin the vehicle, and for unloading packing cases from the suspension tracks in the Vehicle onto the ground or onto a platform, withoutusing a-hoist and without demounting and remountin-g anytrack sections.

It is. a more particular object of the present invention todevise equipment of; this; type. which loads: and unloads packing cases to; the exclusion of any manual handling of "the same, except that an operator. is required to wheel the packing cases on the ground or ona platform to and from the equipment.

It is another obj ect. of the present invention to design the equipment so that it may load or unload one or several packingvcasesat one time.

It is another object of the present invention to provide for power operation of'the equipment, and to install operating controlstherefor in the vehicle ata place Where the-operatormay supervise the loadingor-unloading of the vehicle; yetbe safely away from the packing-casesas-they are. being loaded or unloaded.

The above and other'objects of this invention will more fully appear from. the following description, made-in connection with the accompanying drawings, in which,

Fig. 1 is a side'elevation, partly'insection, of an automotivevehicle having loading and unloading equipment whichembodies the present invention.

Figs. 2 and 3 are, fragmentary side elevations, partly in section, of the vehicle, showing the loading and" unloading equipment in different positions of operation.

Fig. 4 is a transverse sectionthrough the'vehicle, taken-onthe line 4-4 of Fig. 2;

Fig; 4A is a fragmentary transverse section through the vehicle, taken. on the line SA- 3A of Fig, 5,

Fig; 5 is a longitudinal section through thevehicle, taken on 'theline 5-5 of Fig. 4.

Figs; 6- and 7 are fragmentary, longitudinal sections throughv the vehicle, showing the loading andunloading equipment in difierent. positions of operation.

Fig. 8 is aperspective; view of'the body of the vehicle, partly broken away for better'illustration of the floor thereof.

Fig. 9 is a horizontal-section-through the vehicle; taken on the. line 9-9 of Fig. 1.

Fig. 9Ais a diagrammatic illustration of certain operating mechanism of the vehicle.

Fig. 1.0=-is a front elevational view of certain control apparatus in, a normally closed box in the body of thevehicle, as viewedin the direction of the arrow I 0 in Fig. 8.

Fig. 11 is a section-taken on the line tL-Iloi Fig. 10.

Fig. 12: is a viewrs'imilar to Fig, 1-0, show control apparatus in a diiferent operating position.

Fig. 12A is a fragmentary section, taken on the line I ZA-l 2A of Fig. 12.

Fig. 13 is a section taken on the line |3l3 of Fig. 12.

Fig. 14 is another view similar to Fig. 10, showing the control apparatus in another operating position.

Fig. 15 is a section taken on the line l5l5 of Fig. 14.

Fig. 16 is a transverse section through the control box, taken on the line I 6l9 of Fig. 15.

Fig, 17 is a fragmentary front elevation of certain operating mechanism on the vehicle as viewed in the direction of the arrow 11 in Fig. 9.

Fig. 18 is a fragmentary, perspective View of certain control mechanism on the vehicle.

Fig. 19 is a fragmentary section taken on the.

line l9-I 9 of Fig. 18.

Fig. 20 is a section taken on the line 2929' of Fig. 18.

Fig. 21 is a fragmentary side elevation, partly in section, of certain elements of the loading and unloading equipment on the vehicle.

Fig. 22 is a side-elevational view of part of a chain conveyor in the vehicle.

Fig. 22A is a view similar to Fig. 22, showing the chain conveyor in a difierent operation.

Fig. 23 is a perspective view of a detail of the control mechanism shown in Fig. 18.

Referring to the drawings, and particularly to Figs. 1 to 9 thereof, the reference numeral 39 designates a vehicle which, in the present instance, is an automotive truck having the customary wheeled chassis 32 which carries the cab 34 and the truck body 39. The truck body 39 is preferably of the enclosed type, and comprises side walls 38, a top or ceiling 49 and a bottom or floor 42. Suitably mounted on the ceiling 49 of the truck body are transverse rails 44 (Figs. 4A, 5, 6 and '7) from which a plurality of substantially horizontal, parallel tracks 49 are suitably suspended. The tracks 49 extend longitudinally of the truck body, and are preferably of the cross-sectional shape shown in Fig. 4A. In the present instance, there are provided two pairs of tracks 45, each pair being adapted to hold a longitudinal row of packing cases or containers 43 suspended in the truck body. To this end, the packing cases 48 are provided at the top with spaced brackets 59, carrying rollers 51 which ride in the outer channels 49 of either pair of tracks 49 (Fig. 4A) and by which the packing cases are held suspended from the tracks 45. 48 are preferably also provided at the bottom with wheels 52 and casters 53 on which to wheel them on the ground (Fig. 7) or on a platform (Fig. 6). Mounted on the floor 42 of the truck body are two pairs of parallel channels 59 (Figs. 4 and 8), receiving the wheels 52 and casters 53 of the suspended packing cases 48 in the truck body.

The packing cases 43, which may be of any suitable construction, are adapted to be packed with merchandise at the factory or a distributing center before being loaded on the truck, and to be left by the truck driver with the consignee for unpacking. Hence, the truck driver need not handle the merchandise in any way, wherefore shipment of the same from one place to another requires a minimum of time.

Mounted in top and bottom rails 58 on each side of the truck body are the ends of vertical guide rods or bars 99 (Figs. 1 to 4 and 9), which The packing cases slidably receive bosses 62 of a bracket 64 (Figs. 1 to 4) For additional vertical guidance of the brackets 94, each carries a wheel 12 which rides in a vertical channel bar 1'4, suitably mounted on the top and bottom rails 58 (see also Fig. 9). More particularly, each wheel 72 is mounted on a carrier 68 which is, in turn, adjustably mounted on a laterally projecting ear 66 of a bracket 64 by means of a screw stud 19 and nuts H (see also Fig. 21). Mounted on top of the brackets 64 are spaced transverse rails 16 (Figs. 4 to 6) from which track sections 78 are suitably suspended. The brackets 94, rails 16 and track sections 18 form an elevator 79 (Fig. 4) which is vertically movable on the guide rods 60. The track sections 13 are of the same cross-sectional shape as the track 49, and form extensions or continuations of the latter when the elevator is in its uppermost position (Figs. 5 and 6).

Suitably journalled in the top and bottom rails 58 on each side of the truck body are the ends of a vertical feed screw 89 (Figs. 1 to 4 and 9) which extends through, and is threadedly received by, the adjacent bracket 94 of the elevator 79. The threads of the screws 88 are preferably of the same pitch so that, on simultaneously rotating them at the same speed, the elevator '19 is raised or lowered, depending on the direction of rotation of the screws 89.

Hinged at 89 to the rear end of each track section 79 of the elevator 19 is another track section 83 of the same cross-sectional shape as the track sections 18 and tracks 46 (Figs. 1, 2, 3, 5 and 6). Extending transversely of the track sections 88, and mounted thereon, are rails 90 to which a back door 92 is suitably secured. The track sections 88, rails 90, and the back door 92 form a track extension unit 93 (Figs. 1 to 3, 5 and 6). The outer track sections 88 of the unit 93 are pivotally connected at 94 with links 96 (Fig. 3), which are also pivotally connected at 98 with travelers I99, threadedly received on vertical feed screws I92 which are suitably journalled with their ends in the top and bottom rails 58 on the opposite sides of the truck body. The threads of the screws 192 are preferably of the same pitch as the threads of the screws 80. When the elevator 19 is in its uppermost position (Figs. 1 and 2) the track extension unit 93 may be swung open (Fig. 2) or closed (Fig. 1), by simultaneously rotating the screws I92 in the proper directions, as will be readily understood. When the track extension unit 93 is open as shown in Fig. 2, the track sections 88 are in linear alignment with the track sections 78 (Fig. 6). When the track extension unit 93 is closed (Fig. 1), the rear end of the truck body is closed by the door 92.

The elevator 19 and the track extension unit 93 may be lowered or raised in unison by simultaneously rotating the screws 89 and I02 in the proper directions. To permit this however, the track extension unit 93 must be in its open position (Fig. 2) so that the travelers I90 may descend on their screws I92.

The screws and 192 are operated by power, and their operation is under the control of the operator of the truck, as will be described hereinafter.

To prevent rain or snow from entering the inte rior of the truck body when the back door 92 is closed (Figs. 1 and 5), a hinged cover I96 covers the gap 101 between the back door 92 and the top 40 of the truck body. When the track extension unit 93 is opened, the cover I06 merely slides on the back door 92 into the position shown in Fig. 2, ready to gravitate into the .clos ing position shown in Fig. 1 when the track extension unit 93 is closed.

The floor 42 of the truck body ends adjacent the outer ends of the tracks 55 (Fig. 5), andhas hinged thereto at iii a tailgate II'2 (Figs. 3 to 9) which serves to close the truck body from the bottom. The tail gate I12 carries a pivoted arm H6 on each side which is connected by a link H8 with the elevator (Figs. 2 and 3), so

that the tail gate is closed when the elevator is is in its uppermost position (Fig. 2) and is opened when the elevator 79 is lowered (Fig. 3). The connections of the links I I8 with the elevator I9 and, the arms III; on the tail gate I I2 are of the pin and slot type shown at II'I, to permit further lowering of the elevator I9 after the tail gate is open (Fig. 3).

To load the truck from a platform 54 (Fig. 6), the same is backed up against the platform and the track extension unit 93 is opened. One after another of the packing cases 48 is then wheeled on the platform toward the adjacent ends of the aligned tracks 88, 28, it, so that their rollers 5! enter said tracks. The packing cases are thereupon rolled on these tracks into the interior of the truck body until the truck is fully loaded. For maximum loading capacity, packing cases may also be held suspended on the track sections I8 2 of the elevator 79 (Fig. 5), without interfering with the closing of the back door 92 of the truck.

To unload the packing cases from the truck onto the platform 54, the truck is, as in loading, backed up against the platform and the track extension unit 93 is opened (Fig. 6), whereupon the suspended packing cases in the truck body are rolled off the tracks 45, I8, 88 and upon the platform 54, where they are wheeled away.

In the present instance, the platform 54 is on such a level that the packing cases 48 may directly enter the aligned tracks 88, I8 and 56 with their rollers 5| when they are wheeled on the platform. The same may be accomplished if the platform is on a higher level, by raising the rear end of the truck by means of hand-operated, preferably hydraulic, jacks I09 (Fig. 4), which are hinged at I II to the chassis 32, and normally held in retracted or inoperative position by pivoted hooks II3 on the chassis.

For loading the truck from the ground, the track extension unit 53 is opened (Fig. 2), whereupon the elevator IQ and the track extension unit 93 are lowered as a unit to the level of the rollers 5| of the packing cases on the ground, so that these rollers 5! may directly enter the aligned track sections 88. II! when the packing cases are wheeled on the ground (Figs. 3 and '7). As many packing cases 58 may thus be placed on the lowered track sections 88, I8 as they will hold, whereupon the loaded elevator I9 and track. extension unit 93 are raised to their uppermost position in which the track sections 88, I8 are in alignment with the tracks 45 in the track body. The raised packing cases are thereupon rolled on the track sections 88, 8 and onto the tracks 46 in the truck body. This procedure is repeated until the truck is fully loaded with packing cases (Fig. 5)., whereupon the track extension unit 93 is closed.

For unloading packing cases 5.8 from the truck onto the ground, the track extension unit 9 3 is opened, and as many cases. 48 are rolled oi the tracks 46 and onto the aligned track sections 1:8, 83 as the latter will hold. The elevator I 5 and the track extension unit 93 are then Iowered as a unit until the cases 58 thereon rest on the ground (Fig. 7), whereupon they are wheeled on the ground clear of the track sections I8, 88. The elevator I9 and the track extension unit 93 are then raised to their uppermost position, whereupon the same procedure is repeated until the truck is completely unloaded.

Each packing case 48 carries at its bottom a downwardly extending pusher plate I 28 (Figs. 4 to '7), adapted to cooperate with a lug I22 on either one of two endless conveyor chains I24 (Figs. 5, 8 and 9)w'hen the packing case is suspended in the truck. The chains I25 are passed over sprockets I26 suitably journalled in the floor 62 of the truck body. The chain conveyors I24 are power-operated in either direction at the will of the operator of the truck, as will be described more fully hereinafter, and they serve to roll packing cases 48' on the tracks 48 in either direction. To this end, each lug 1'22 is pivotally mounted at I23 on a special link 33 of its conveyor chain I24 (see particularly Figs. 22 and 22A, so that the lug may be rocked from the full line position into the dot and dash line position shown in Fig. 22, and vice versa. When in the full line position, the edge I32 of the lug I22 is positioned to roll a packing case on the suspension tracks 46 in the direction of the arrow I22 in Fig. 22. When the lug I22 is in the dot-anddash line position (Fig. 22), its edge I 34 is positioned to roll a packing case on the tracks is in the opposite direction.

Located in a recess I36 in the link I38 of each conveyor chain I24 is a latch spring I38 which cooperates with either one of the depressions I45] in the edges I32 and I36 of the adjacent lug I22, and serves yieldingly to arrest the latter in either the full line position or the dot-and-dash line position shown in Fig. 22. The depressions I 40 in each lug I22 and the adjacent latch spring I38 are so arranged that the latch spring will return the lug to either of its operating positions from which it has been rocked to a limited extent. This is clearly illustrated in Fig. 22A, for instance, in which the depression let in the lug I2 2 continues to impinge on the latch spring 38 even when said lug, during movement the direction of the arrow I44 (Fig. 22A) yields from the full line position shown in Fig. 22 and rides under a pusher plate 12s of a suspended packing case in the truck body (Fig. 22A),- and the latch spring will return the lug to its original full line position (Fig. 22) when the same has cleared the pusher plate :20.

The ability of the lugs m2 of the conveyor chains I24 to yield and ride under the pusher plates [29 on the suspendedpacking cases in the truck body under certain eonditions', is of considerable advantage in loading and unloading the truck. the'ehai-n conveyors 524 may} after each loading: or unloading op tion, be conveniently stopped when their lugs 522 are near the tail gate IIZ within easy reach or" the operator. For the nest unloading of the truck, the opera-tor simply sets the lugs it? for unloading '(s'ee dot-a-n'd-das'h line position in- Fig. 5) and runsthe" chain conveyorsin the direction of the arrow iii in- Fig. 5; whereby the lugs I22 ride under the pusher plates- I 25? on the suspended packing cases in the truck. The operator will stop the chain conveyors {2 's when their lugs I22 have cleared the requisite number of packing cases to be unloaded from the truck at one time (a; limited number when u nloadlng them on the ground, and possibly all when unloading them on a platform). The chain conveyors I 24 are then operated in the reverse direction, whereby the lugs I22 engage the pusher plates I20 of the nearest packing cases and push the same and the ones in front of them out of the truck.

For loading the truck, the operator sets the 'lugs I22 correspondingly (Fig. 6). As the packing cases 48 are rolled ofi the aligned track sections 88, 18 and onto the fixed tracks 46 in the truck body, the conveyor lugs I22 simply yield under the pusher plates I20 of these cases as they pass. The operator next runs the conveyor chains in the direction of the arrow I40 in Fig. 6, whereby the lugs I22 roll the packing cases on the tracks 40 deeper into the body of the truck. The conveyor chains are then run in the reverse direction, and stopped when the lugs I22 thereof are near the tail gate 22. The operator repeats this procedure until the truck is loaded within the operating region of the chain conveyors I24, i. e., until the fixed tracks 45 are loaded to capaciy. It is now apparent that the lugs I 22 are normally near the tail gate II2 of the truck when the chain conveyors I24 are stopped after loading or unloading the truck, so that the operator may easily reach these lugs and set them for the next loading or unloading operation.

The packing cases 48 in the truck are individually held against rolling off the suspension tracks 46 and 18, by means of stops I50 (Figs. 4, 8 and 9). The stops I50 are arranged in identical sets on opposite sides of the truck, each set being adapted to arrest a longitudinal row of packing cases in the truck. The stops I50 of each set are mounted on a horizontal shaft I52, journalled in bearing brackets I54 on the floor 42 of the truck body. The shafts I52 are geared for simultaneous rotation. To this end, each shaft I52 carries a bevel gear I56 (Fig. 9) which is in permanent mesh with a bevel gear I50 on a transverse shaft I 50, journalled in bearing brackets I62 on the floor 42 of the truck body. Oneof the shafts I52 extends outside the truck body and carries a crank I64 for manipulation by the operator of the truck (see also Fig. 1'7). When the operator turns the crank I64, the shafts I52 with their stops I50 are turned equal amounts in opposite directions. The stops I50 are arranged on their shafts I52 like stepped cams which successively release the packing cases of each row in the truck, starting from the rear end of the truck, when the crank I64 is turned clockwise as viewed in Fig. 17.

To facilitate the setting of the crank I64 by the operator for the release of any desired number of packing cases in the two rows, a dial IE6 is coordinated with the crank I64 (Fig. 17). Thus, when the operator turns the crank I04 to the figure 1 n the dial, the stops I50 (Fig. 9) are in a position to release the rearmost packing cases 43 in the truck, while the remaining, stops I50 are in a position to arrest the remaining packing cases in the truck. Thus, any desired number of packing cases 40 may be released, by simply turning the crank I04 to the corresponding figure on the dial I65. In the present instance, the truck has, within the operating region of the stops I50, a maximum capacity of four packing cases in each row, or eight packing cases in all. Hence, when the operator turns the crank I64 to the figure 4 on the dial I66, all the packing cases in the truck are released. When loading the truck or when unloading packing cases therefrom in one operation,

the crank I64 is conveniently turned to the legend All, in which position of the crank all the stops are also out of the path of movement of the suspended packing cases on the tracks 46.

As previously mentioned, the screws and I02, which operate the elevator 10 and the track extension unit 93, respectively, are power-operated. To this end, there is provided a clutch housing I10 underneath the floor 42 of the truck body (Figs. 9 and 9A). Extending into the clutch housing I10 is a power shaft I12 which extends rearwardly from the conventional transmission I 14 of the truck. The shaft I12 is so geared in the transmission I14 that the same is driven in one direction, when the engine of the truck runs and the transmission is in neutral position. Freely rotatable, but axially immovable, on the shaft I12 within the clutch housing I10 are pairs of spaced bevel gears I16, I18 and I80 (Fig. 9A). Permanently meshing with the bevel gears I10, I18 and I80 are other pairs of bevel gears I82, I84, I86, respectively. Rotatable with, and axially slidable on, the shaft I12 are clutch elements I 88, I and I92 which are adapted to cooperate with clutch portions (not shown) on their associated bevel gears I10, I13 and I80, respectively. To shift the clutch elements I88, I90 and I92 into clutching engagement with either one of their associated bevel gears, shift levers I94, I00 and I98 are provided which are pivotally mounted in the clutch housin I10 at 200, 202 and 204, respectively.

Drivingly connected with each bevel gear I82 is a flexible shaft 206, which extends rearwardly beneath the fioor 42 of the truck body and drives a bevel gear 208 (Fig. 9), which is in permanent mesh with a bevel gear 210 on the lower end of each screw 80. Hence, on shifting the driving clutch element I80 into clutching engagement with either one of its associated bevel gears I18 (Fig. 9A) the elevator 19 is raised or lowered, depending on which one of the gears I16 is engaged by said clutch element I 88.

Drivingly connected with each bevel gear I84 (Fig. 9A) is a flexible shaft 2I4 which drives a bevel gear 2I6 (Figs. 9 and 14) that is in permanent mesh with a bevel gear 2I8 on the lower end of each screw I02. Hence, on shifting the driving clutch element I90 into clutchin engagement with either one of its associated bevel gears I18 (Fig. 9A), the track extension unit 93 is closed or opened, respectively lowered or raised together with the elevator 19, depending on which one of the bevel gears I13 is engaged by the clutch element I90.

As previously mentioned, the chain conveyors I24 are also power-operated. To this end, one of the bevel gears I86 (Fig. 9A) is mounted on a stub shaft 220 which carries a sprocket 222 (Fig. 9) on which a driving chain 224 is mounted. The driving chain 224 is also mounted on another sprocket 226 on a shaft 228 on which the rear sprockets I26 of the chain conveyors I 24 are mounted. Hence, on shifting the driving clutch element I92 into engagement with either one of its associated bevel gears I00 (Fig. 9A), the chain conveyors I24 are power-driven in either direction, depending on which one of the bevel gears I80 is engaged by the driving clutch element I92.

Centralized, manual controls are provided by means of which the operator of the truck may shift the driving clutch elements I88, I 90 and I92 into clutching engagement with either one of their associated bevel gears I10, I10 and I89, respectively. These controls are housed in a box 230 in one of the side walls 38 of the truck body. The control box 230 is accessible from the outside of the truck, and is usually closed by a hinged cover 232 (Figs. 8 to 16). Secured at 234 in the control box 230 is amounted plate 235 (Fig. 16) for the controls. These controls are in form of levers 238, 240 and 242, which are pivotally mounted. on the mounting plate 235 (Figs. 10 to 15) The control lever 2238 consists of two telescoping sections 24 1' and 245 of which the latter is pivotally mounted by a stud 248 on the mounting plate 236' (Figs. 12, 13 and 16). The upper section 244 of the control lever 238 is provided with a window frame 250, and carries a handle 252' with which to' extend or contract the telescopic lever 238. The upper section 244 further carries a spring-urged plunger 254 which is adapted to project into either hole 256 or 25-1, or into an arcuate slot 258, in the mounting. plate 236. The slot- 258" is circular about the" axis of the pivot stud 248, so that the lever 238' may be rocked whenthe plunger 25 3 projects into said slot (Figs. 12 and 13)". The lower section 24901 the control lever 2381s conne-ctedby; a link 281! with one arm of a pivotally mounted bell-crank lever 262 (Fig. 9), the-other arm'of WhiCh'is connected'by a link ZG I-With theshift lever 19 (Fig. 9A). Hence, on' rocking the-[control lever 238; in a, manner describe'd liereinafter, from the neutral or inoperatiV-e' position shown in fulllines in Fig. 12, the' drivin'gclutch element l88 is shifted into'engagement with either one ofits associated bevel gears I16; resulting in lowering or raising of the elevator l fdependin'g on the direction in which the control lever 2 38 is ro-cked'from its neutral position. 7

The control'lever 240 which is-turn'able on the pivot-stud 248 of thecontrol lever 233, is interposed between the-latter and'themounting plate 236 and straddles theupper; curved'part of the mountingplate 236in the manner shown in Fig. 15; The control lever 240 carries at its upper end a pivoted operating handle 27!), andis provided with a'slot '2l2, having a longitudinal portion 214- terminatingat one end 'in an arcuate portion '216 which extends circularly about the axis of the pivot stud' 2'48 (Fig, 14). v plunger 254 projects into the slot 212 at all times. When the plunger 254 extends through the arouate portion -216"of the slot2l2 in the control lever Mil-and into the hole 256' in the mounting plate 236- (Fig. 15), the control lever 238'is locked to the'mounting plate 236; but the control lever'24ll' may be rocked within limits defined by the arcu'-.

. ate portion Z'iG of the slot 212; The control lever 240 is connected with a link-218 which is also connected with one 'arm of a pivotally mounted bellcrank -lever 280*(Fig. 9), the'other arm of which is connected by a link 282'with the shift lever I96 rieswa'spring-urged plunger 286"Whi0h' normally projectsrinto the hole 251 inthe'mounting-pla'te 236 --(Figs.-:13-and 15) to lock the lever 262 in its HOW neutral or=inoperativepositiOnKFig;

The spring-pressed 10 ever, when th telescopic control lever 2.}? isex': tended sufii'ciently to align the spring-urged plunger 254 with the hole 257 in the mounting plate 235, the plunger 254, being under. greater spring compression than the plungerfiii'p will enter the hole 251 and force the plunger 28 6 there rom, whereby. the controller/er 2 1g re: leased from the mounting plate 336, while the control levers 238 and 2% are locked t q; s aid mounting plate. The control lever 24; carries at its upper end a pivoted operating handle 29!), and is provided with a s ring-urged ball 29; wh is adapted to project into: aaep'ressieh, 294 in the lever gee; More pt ltic'ularly, the spring-urged ball fiilzserve's yieldingly to arr st ng control lever 2472 in its neutral position when the same is released from the'.mollnting'.,plat e 236 (Fig. 1 1) and the c'ontrol levers 238, 240' are locked to said" mounting plate. The, lower end ofthe control lever 2G2 is connected with a link .295 is also connected with one. arm of a pivotally mounted bell crank lever 298 (Fig.. 9) the other arm of which is connected by a' imirseew tn the shift lever 1981(rig. 9A). name; on roclging the controll'ever 242' from the neutral or inoperative position shown in full lines in Fig. 10, th'ej driving clutch element I92 (Fig. 9A) is shifted into???- gagement with either onepf itsassociatjed bevel gears I89, resulting in operation'ofthe chain con: veyors' H24 in' eitherdirection, depenamg on the, direction inwhich'the control lei/ch25! isrocked from" it's neutral position. To facilitate. the setting o'f' th' telescopic cojni trol lever 238 for aligningtheplun'g'er zsll'theifeon Wtih either hole 25501" 257, or'tlrie slot 258 in mounting plate' 236;.aiidthereby condition th various control levers 238'; 2% and 2421for manipulation "by the operator',itheicontrol lever 241] has; inscribed in 'its f'rontface 3B2 suitable directions such as indicated iriFigs'.' 1o, 12 andii; Thus,

'whenthe operator of thetruck' wishes 'to' pener;

closethe track extension unit 93, hecontracts the telescopic'lever' 238' until the words Bacli do orf and thearrowsmarkedffUp and Down appean in the window frame 25!! (Fig'. 14); The lever 240,- which controlsthe' opening andclo'singof the track extension 'unit93, is then reieaseefrpm the mounting' latezst and may be rocked; while the remaining 'control' levers 2,38" and 2&2 are lockedto the moun'tingplate l fifi (Fig.115); More par ticularly, the leVefs23 8" and 242"aretheni1ockef to the mounting plate 236 by theplungersjdd and 286", respectively; but thelever 24D"may b e" rocked because 'th'e'"pluh'ger' 245 extends through; th'ejarcuateportion' 216 ofthe slot 212 (Figs. 14 and 15)'. l I I When the operator wishes to 'lo'w'eri or raise. theelevatorjle and the track" extension unit $3 in unison, he extends the telescopic control lever; 23:; until the words Elevator tz'Doorfin terloelsedf and" the arrows marked ,VU'p' and Down appear; in;the'"wihd'o'w frame 250 (Fig,'.12). The levers 238"and 249; which control the power operation of the screws 8%] and l 82, respectively; are then released from the "mounting plat'e'236, but are interlocked for joint rocking motion by the plunger 255, while -the "control lever 242 isil o cked tothe' mountingfplate'236 by'the' plunger 2st (Fig. 13) More particularly, the plunger 25:} in th lever 238 then extends through the"lo' ngituilii'ia1 ;v portion "214 of the 'slot 2l2 in' the' 'lever 240 and intothe arcua-te slot 2 58in the mountingplate] 236 '(Figs. 12 and 13), while theiplungjer 286111;: the lever 242 extends into the ho'le25'l' in said mounting plate.

To operate the chain conveyors I24, the operator further extends the telescopic control lever 238 until the words Floor chain and the arrows marked In and "Out appear in the window frame 253 (Fig. The lever 242, which controls the operation of the chain conveyors I24, is then released from the mounting plate 236 and may be rocked, while the other control levers 238 and 243 are locked to the mounting plate 233 (Fig. 11).

In order to permit the operator to withdraw the plunger 254 from either hole 256 or 257, or from the slot 258, in the mounting plate 236, so that he may set the telescopic lever 238 in the various positions mentioned, the plunger 254 is provided with a knob 255 which the operator may grasp. When the control levers 238, 240 and 242 are not in use, the control box 233 is closed by the cover 232, the handles 213 and 290 on the control levers 240 and 242 being first swung into the control cox to permit closure of the same.

Provisions are also made automatically to stop the power drives for the screws 80 and I32 before parts thereof become jammed or damaged, should the operator fail to stop these power drives at the proper times.

Thus, there is pivoted to the truck body at 3H5 a cam lug 3|2 (Figs, 10, 12, 12A and 14), which has a depending arm 314 and normally assumes the position shown in Figs. 10 and 14. The tail gate H2, which opens and closes when the elevator l9 and the track extension unit 93 are lowered and raised, respectively, has a laterally projecting pin 3H3 which engages the arm 3|4 of the cam lug 312 and rocks the latter into the position shown in Fig. 12 when the tail gate H2 is being closed. When the cam lug 312 is thus rocked, it engages and shifts the enlarged end 230a of the link 26!) into the position shown in full lines in Fig, 12, thereby returning the interlocked control levers 238 and 243 (Fig. 13) to neutral position (shown in full lines in Fig. 12) in which the power drives for the screws 30 and ere inoperative. Hence, if the operator fails to throw the interlocked control levers 233, 243 into neutral position when the elevator 19 and track extension unit 93 reach their uppermost position (Fig. 2), the cam lug 312 will throw these levers into neutral position, thereby automatically stopping the elevator '19 and track extension unit 33 in their uppermost position.

Suitably pivoted at 320 in the control box 233 is a camming lever 322 in form of a bell crank, which normally assumes the dot-and-dash line position shown in Fig. 14, In order to close the track extension unit 33, the operator throws the control lever 240 into the dot-and-dash line position shown in Fig. 14. When the track extension unit 93 is being closed, one of the travelers 133, while descending on its screw I02, rocks the lever 322 from the dot-and-dash line position into the full line position shown in Fig. 14, whereby said lever 322 returns the control lever 240 to neutral position, thereby automatically stopping the track extension unit 93 when the same is closed.

The camming lever 322 also looks the control levers 238 and 243 against movement into the dotand-dash line position in Fig. 12 to effect joint lowering of the elevator 13 and the track extension unit 33, when the latter is closed, because the lever 322 remains in the full line position shown in Figs, 12 and 14 as long as the track extension unit 93 is closed.

Provisions are also made automatically to stop the elevator 19 and track extension unit 93 when, on lowering the same, packing cases suspended thereon reach the ground. To this end, a vertical ground gauge in form of a preferably square rod 333 is provided, which slides through, and is turnable in, a cylindrical hole 339 in a boss 340 on one of the bottom rails 58 (Figs. 9, 18 and 20). The cylindrical top end 332 of the gauge is slidably and rotatably received in a sleeve 334 (Figs. 18 and 19). The sleeve 334 is mounted in a member 333 which is in turn mounted on a boss 32 of one of the brackets 64 of the elevator 19 (see also Fig. 2). The top end of the gauge 330 carries a transverse pin 342 which rides in an oblique cam slot 344 in the sleeve 334 (Figs. 18 and 19), so that the gauge 330 turns when it is moved end-wise relative to the sleeve 334. Adjustably mounted on the gauge 330 is a collar 343, and interposed between the latter and the sleeve 334 is a compression spring 348 which urges the gauge into a lowermost position in which the follower pin 342 rests in the lowermost portion of the cam slot 344 (Fig. 18). The gauge 33!] is also slidable through square holes 353 in collars 352 which turn with the gauge, The collars 352 have lateral lugs 354 which are floatingly pivotally connected at 353 with a push bar 358, having an arm 350 which lies in the rocking plane of the lower or pivoted section 246 of the control lever 238. The push bar 358 is suitably guided in the control box 230 for movement longitudinally of its arm 363 to and from the lever section 246 (Fig. 18). 'To lower the elevator 79 and track extension unit 93 for unloading packing cases from the truck onto the ground, the interlocked control levers 233 and 240 are thrown into the dot-and-dash line position shown in Fig. 12, in which the pivoted section 246 of the control lever 233 assumes the position shown in Fig. 18. Just before the packing cases 48 on the descending elevator 19 and track extension unit 93 reach the ground, the gauge 33!! hits the ground (Fig. 3), whereupon the gauge is turned due to the interaction of the cam slot 344 in the sleeve 334 and the follower pin 342 on the gauge. The turning gauge 330 moves the push bar 358 so that its arm 330 advances in the direction of the arrow 362 (Fig. 18) and throws the control lever 233 and the interlocked control lever 240 into neutral position, thereby automatically stopping the descending elevator 13 and track extension unit 93 just when the packing cases thereon reach the ground. The mechanism just described is also of advantage when the truck is loaded from the ground, in that the descending elevator 19 and track extension unit 93 are automatically stopped at the proper level to receive packing cases on the ground, as will be readily understood.

The same mechanism is used automatically to stop the track extension unit 93 when the operator fails to stop the same in its opening movement on longitudinal alignment with the elevator 19. To this end, the push bar 358 carries an ofiset member 313 (Fig. 18) which is in operative alignment with the control lever 240 (Fig. 14), and the collar 345 on the gauge 330 has a laterally projecting cam lug 312 (see also Fig. 23) which is adapted to cooperate with a lateral cam lug 374 on one of the links 96 (Figs. 2 and 18). To cause opening of the track extension unit 93, the control lever 240 is thrown into the dotted line position shown in Fig. 14, in which the same is in close proximity to the member 310 on the push bar 358. So long as the track extension unit 93 is stopped in longitudinal alignment with 13 the elevator 19 (Fig. 2), by manually throwing the control lever are into neutral position, the cam lug 374 on the link 96 remains below and out of contact with the cam lug 312 on thegauge 330. However, when the track extension is not thus stopped and swings beyond longitudinal alignment with the elevator -19, the cam Jug 314 on the link 96 will engage the cam lng 3l2 on the gauge 33B and raise the same. Due to the interaction of the cam slot .354 and follower pin a 3 42,;the gauge 3% is then turned asitis raised,

resultin inforward movement of" the member 310 in the direction of the arrow 38;] in Figs, i i and 18, whereby the control lever z tll-isfreturned toits neutral or inoperative position and the track extension unit 93 is automatically-stopped short- 1y after it overswings its normallyopenposition in which it is in longitudinal alignment with the elevator 79. To condition the gauge 338 for subsequent operation from the ground, the track extensionunit 93 will, of course, have to be returned to its normally open position (in longitudinal alignment with the elevator '19) in order to permit the gauge 339 to drop to its normaLoperativeposition (Fig. 1.8).

I claim:

1. In a vehicle for transporting merchandise carriers, a substantially horizontal track on which said carriersmay be suspended for movement thereon, said track consisting of longitudinal sectionsof which an end section is vertically movable to and from alignment-with the remainder of the track and is so disposed that a carrier thereon may be raised and lowered clear of the vehicle for transferring a carrier directly from the ground onto said track remainder, and viceversa, and means for moving said end section.

2. In a vehicle having a substantially horizontal track on which merchandise carriers maybe suspended for movement thereon, a trackextension vertically movable to and from longitudinal alignment with said track and so disposed that a carrier thereon may be raised and lowered clear of the vehicle for transferring a carrier directly from the ground onto said track, andvice versa, said track extension consisting of hingedly connected longitudinal sections of which the one section remote from said track is swingable to. and from longitudinal alignment with the other section, means for moving said track extension, and means for swinging said one section,

3. In a vehicle having a substantially horizontal track on which merchandise carriers may be suspended for movement thereon, the combination of a track extension vertically movable to andirom longitudinal alignment with said track and so disposed that a carrier thereon may be raisedand lowered clear of the vehicle for transferring a carrier directl from the ground onto said track, and vice versa, said track extension consisting of hingedly connected longitudinal sections of which the one section remote from said trackis swingable to and from longitudinal alignment with the other section, means forswinging said one section, and means including said swingingmeans for moving said track extension.

4. The combination in a vehicle as set'forth in claim 3, in which said swinging means comprises a vertical rotary screw, -a non-rotatable nut thereon, and a link connecting said nut with said one section, and said moving means comprises besides said swinging means another vertical rotary screw in threaded engagement with said other section.

5. -In a vehicle having a body and a hingedtail s and rai ing h f rmer r s ti e y, an

ean i or movinsi a i r hd ctionfi- "In a vehicle s arin a bod op n a iohsisid and asnbs antia hori nta trackthe e n extends with one end sub ta al y :t sai 1511231 ide a d an which merchand carr rs may h oyah y sus ended, a rac exte sion pivot d :to said its track an o a t bsswinea lelabonta horizqnt l axis nto t odi nt ositi ns intone wh ph ibi i lon i ud na ali nmen w th said track, a 10.0%! arried Eh sai track extensi to c oseth open dc o aid bo whe amask sst nsiqn i i :the o h f said pc ticns and m ans or swineingsa d track extension- Ina reh s ssa body consistin ofiatcnzbn mm and sides. and m nde an openin in ne sle continuin Part-way into t rlsqttoi a tai e ts hing d toes-a d EDOIJEQEXI an swinsahle t g s and expos th ma hi g in t e flatter, a substantially h ri ontal tra -in said ody n whic merch ndis car iers i l y be su pended o movemen t e e n a ack e t nsion yertiw sal y mova le t and from l n itudinal al enmsn with sai track and con ting .of hinasdly connected longitudinal sections of Which th gone ectio r m t r m sa d ra k is swin ah e about .a horizont l axis into two l-difis nt pos tions ail ne of whi h it .is :in on tudi al alienmsnt w th t other se n, and the l t erds vertically above the closed tail gate and extends ithin th ibody substanti y Et B id op nin ther of, a cover c rried by ai onelsscticn 2 close 1th si e open in the ho yvvhen saidon section is ;in'th e other of said positions, means for rn oving saidtrackextension, mf ansfor,syving ns said on sec on and means iorenins and c osinglsaid tai gate.

:8.;. na v hicl a v rti a y movable elevat r, r t-arymeans :f r m inesa d elevat rf n onnosite directions .on r tating FSaid means in Q pfifiil l'll rections, respectively, a-reversiblepower drivezior aid rota y means, means n lud n a movable handle for r der n sa d power drive o erat ve in o osi d rect on .on movin ai ha d e rqm-az sut a osit s ohne t fl mst n ree spectively, and for rendering said power drive inoperative on moving said handle .into neutral position, and mean .includingamemhendeplldr ing jfrom, and vertically yieldingly carried by, said elevator for movin Said handle intonena 'pasitienhn ve t c r ati mo men between said elevator and member when the latter reaches the ground on descending with the nn v 9. In a vehicle having a substantially horizontaltrack-on'which identicalmerchandise carriers :may be suspended for movement thereon, a track extension vertically movable to and (from longitudinal alignment with said. etrack and :50 disposed that acarrier thereon maybe-raised or lowered clear ofthe vehicle, rotary lmeans for movin s i t a k e ten on in oppo t -;di =e tion 1 n rotatingsaid means inopp s te (1.1'1E$.6- on res ect ve y i revers b e newe dr v o said rota im ans mean ncludin movabl l handle for rendering said power drive operative in opposite directions on moving said handle from a neutral position in opposite directions, respectively, and for rendering said power drive inoperative on moving said handle into neutral position, and means including a vertical rod depending from, and longitudinally yieldingly carried by, aid track extension for moving said handle into neutral position on vertical relative movement between said track extension and rod when the latter reaches the ground on descending with the former, said rod extending slightly below a carrier on said track extension so that .said carrier rests on the ground when said track extension is in its lowermost position.

10. In a vehicle having a substantially horizontal track on which merchandise carriers may move, the combination of a track extension hinged to one end of said track and swingable :from a certain position into and beyond longitudinal alignment with said track, and vice versa, means including a rotary element for swinging said track extension in opposite directions on rotating said element in opposite directions, respectively, a reversible power drive for said element, means including a movable handle for rendering said power drive operative in opposite directions on moving said handle from a neutral position in opposite directions, respectively, and for rendering said, power drive inoperative on moving said handle into neutral position, and means automatically moving said handle into neutral position when said track extension swings beyond longitudinal alignment with said track.

11. The combination in a vehicle as set forth in claim 10, further comprising means automatically moving said handle into neutral position when said track extension reaches said certain position.

12. In a vehicle having a substantially horizontal track on which merchandise carriers may be suspended for movement thereon, the combination of a track extension vertically movable to and from longitudinal alignment with said track and 50 disposed that a carrier thereon may be raised or lowered clear of the vehicle, said track extension consisting of hingedly connected longitudinal sections of which the one section remote from said track is swingable upwardly from a certain position into and beyond longitudinal alignment with the other section and downwardly into said certain position, means comprising a first vertical rotary screw, a non-rotatable nut thereon, and a link connecting said one section and nut, for swinging said one section in opposite directions on rotating said screw in opposite directions, respectively, a second vertical rotary screw in threaded engagement with said other section for vertically moving the latter in opposite directions on rotating said second screw in opposite directions, respectively, first and second reversible power drives for said first and second screws, respectively, first and second control devices, each including a movable member, for rendering said first and second power drives, respectively, operative in opposite directions on moving their respective members from a neutral position in opposite directions, respectively, and inoperative on moving their respective members into neutral position, a handle on the member of said first control device for moving the same to cause swinging movement of said one section, and

means for releasably interlocking said members 16 for joint movement to cause joint vertical movement of said sections.

13. The combination in a vehicle as set forth in claim 12 further comprising means automatically returning the member of said second control device to neutral position when said other section moves into longitudinal alignment with said track.

14. The combination in a vehicle as set forth in claim 12, further comprising means including an element depending from, and vertically yieldingly carried by, said other section for moving the member of said first control device into neutral position to stop upward swinging movement of said one section when said element yields, and said link engaging said element and causing it to yield when said one section swings beyond 1ongitudinal alignment with said other section.

15. The combination in a vehicle as set forth in claim 12 further comprising means including a vertical rod depending from, and longitudinally yieldingly carried by, said other section and parts cooperating to turn said rod as it yields, for pushing the member of said second control device into neutral position when said rod yields on reaching the ground when descending with said other section, said rod having a lateral projection and normally assuming a position in which it extends slightly below a carrier on said other section so that said carrier rests on the ground when said other section is in its lowermost position, and means including said rod for pushing the member of said first control device into neutral position to stop upward swinging movement of said one section when said rod yields, and said link having a lateral lug engaging the lateral projection on said rod and causing the latter to yield when said one section swings beyond longitudinal alignment with said other section.

16. The combination in a vehicle as set forth in claim 12, further comprising a movable element engaged and moved by said nut to push the member of said first control device into neutral position when said one section swings into said certain position, whereby said element also prevents movement of said members, when interlocked, into position to cause joint descent of said sections while said one section is in said certain position.

17. In a vehicle having a substantially horizontal track on which merchandise carriers may move, the combination of a chain conveyor extending longitudinally of the tract: and carrying a lug to engage and move a carrier on the track, said lug, having differently disposed surfaces for engaging and moving said carrier in opposite directions, respectively, and being pivotally mounted on said conveyor so as to be rockable into either one of two difierent operating positions in which said surfaces, respectively, are in operative relation with said carrier, a latch spring on said conveyor cooperating with said lug to permit limited rocking movement of the latter from, and return it to, either of its operating positions, and means to operate said conveyor in opposite directions.

18. In a vehicle for transporting merchandise carriers, a substantially horizontal track on which said carriers may be suspended for movement thereon, said track consisting of longitudinal sections of which one section is vertically movable to and from alignment with the remainder of the track and clear of the vehicle for transferring a carrier directly from the ground onto said track 17 remainder, and vice versa, and means for moving said one section.

19. In a vehicle having a body open at one side and at the bottom adjacent said one side, a substantially horizontal track in said body on which merchandise carriers may be suspended for movement thereon, a track extension vertically movable to and from longitudinal alignment with said track and consisting of hingedly connected longitudinal sections of which the one section nearest said track is above the open bottom of the body and extends to said open side thereof, and the other section is swingable about a horizontal axis into different positions in one of which it is in longitudinal alignment with said one section, a cover carried by said other section to close said open side of the body when the latter section is in its other position, means for moving said track extension, and means for swinging said other section.

JACK PEARLMAN.

REFERENCES CITED The following references are of record in the file of this patent:

Number Number 18 UNITED STATES PATENTS Name Date Allen July 10, 1917 I-Ieise May 17, 1927 Perin June 14, 1932 Bywater Oct. 18, 1932 Sharkey June 27, 1933 Troell Oct. 23, 1934 Weise Mar. 24, 1936 Berg June 30, 1936 Wallace Dec. 6, 1938 Lima Feb. 7, 1939 Pearlman Mar. 18, 1941 Norbom Dec. 23, 1941 Onstott Nov. 10, 1942 Pride May 27, 1947 FOREIGN PATENTS Country Date France Mar. 1, 1932 

